APPENDIX H 2022 BASELINE NOISE EXPOSURE CONTOUR This appendix sets forth the detailed input data that was used to prepare noise exposure contours for 2022 Baseline conditions. H.1 DATA SOURCES AND ASSUMPTIONS Several types of operational information are required to produce baseline noise exposure patterns for the airport. These include estimates of the numbers of actual operations by specific aircraft types at different periods of the day, flight path locations, runway and flight path utilization, and aircraft operating characteristics. H.1.1 RUNWAY DEFINITION There are two northeast/southwest parallel runways (05L/23R and 05R/23L) spaced approximately 1,000 feet apart. The following provides the current runways and lengths at LCK: Runway Length (feet) 05L/23R 11,908 (with displaced thresholds) 05R/23L 12,102 H.1.2 NUMBER OF OPERATIONS The average daily numbers of aircraft arrivals and departures during the 2022 Baseline period are presented in Table H-1 for the several categories of users that operate at (LCK). Table H-2, details the individual aircraft types by day or night operation. The number of operations and their distribution during the day are derived from operations schedules and radar records collected for the airport. The Federal Aviation Regulations (FAR) Part 36 noise stage of each aircraft is also indicated. A forecast update was prepared for the Part 150 Study Update. The forecast was updated to account for the relocation of AirNet Systems (AirNet) Cargo from Port Columbus International Airport (CMH) in May 2005. The forecast is provided in Appendix J. December 2006 Page H-1
Table H-1 AVERAGE DAY OPERATIONS 2022 BASELINE CONDITIONS ARRIVALS DEPARTURES TOTAL USER GROUP DAY NIGHT DAY NIGHT DAY NIGHT Charter Jets 3 0 3 0 6 0 Cargo Jets 3 5 2 6 5 11 AirNet 10 34 11 33 21 67 Air Taxi 2 2 4 0 6 2 General Aviation Jets 5 0 5 0 10 0 General Aviation Props 15 1 15 1 30 2 Military 23 1 24 0 47 1 Total 61 43 64 40 125 83 Day: 7:00 a.m. to 9:59 p.m. Night: 10:00 p.m. to 6:59 a.m. Source: Landing Fee Reports, ATCT records, TAMIS data,, 2006. December 2006 Page H-2
Table H-2 AVERAGE DAY OPERATIONS BY AIRCRAFT TYPE 2022 BASELINE CONDITIONS USER GROUP & INM TYPE PART ARRIVALS DEPARTURES TOTAL 36 STAGE AIRCRAFT TYPE DAY NIGHT DAY NIGHT DAY NIGHT Charter Jets 737300 3 Boeing 737-300 3 0 3 0 6 0 Subtotal 3 0 3 0 6 0 Cargo Jets A300 3 Airbus 300 0 1 0 1 0 2 727EM2 3 Boeing 727-200 0 2 0 2 0 4 74720B 3 Boeing 747-20B 1 0 0 1 1 1 DC870 3 DC8 0 1 0 1 0 2 DC1010/MD11 3 DC-10-10 2 1 2 1 4 2 Subtotal 3 5 2 6 5 11 AirNet BEC58P NA Baron 58, Piper Navajo 2 16 5 13 7 29 GASEPF NA Cessna 208 2 3 2 3 4 6 LEAR35 NA Learjet 35 6 15 4 17 10 32 Subtotal 10 34 11 33 21 67 Air Taxi DHC6 NA Swearingen Merlin IV 1 0 1 0 2 0 GASEPF NA Cessna 208 1 1 2 0 3 1 HS748A NA Fokker 27 0 1 1 0 1 1 Subtotal 2 2 4 0 6 2 General Aviation Jets GV NA Business Jet 1 0 1 0 2 0 MU3001 NA Business Jet 1 0 1 0 2 0 CIT3 NA Business Jet 1 0 1 0 2 0 LEAR25 NA Business Jet 1 0 1 0 2 0 LEAR35 NA Business Jet 1 0 1 0 2 0 Subtotal 5 0 5 0 10 0 General Aviation Props CNA441 NA Turbo Prop 1 0 1 0 2 0 BEC58P NA Turbo Prop 4 0 3 1 7 1 DHC6 NA Turbo Prop 2 0 2 0 4 0 GASEPF NA Single Engine Prop 5 0 5 0 10 0 GASEPV NA Single Engine Prop 3 1 4 0 7 1 Subtotal 15 1 15 1 30 2 Military B212 NA Bell Helicopter 1 0 1 0 2 0 C130 NA C-130 1 0 1 0 2 0 SK70 NA Sikorsky Helicopter 1 0 1 0 2 0 707320 NA KC135E 1 0 1 0 2 0 KC135R NA KC135R 19 1 20 0 39 1 Subtotal 23 1 24 0 47 1 Grand Total 61 43 64 40 125 83 Source: Landing Fee Reports, ATCT records, TAMIS data,, 2006. December 2006 Page H-3
H.1.3 RUNWAY UTILIZATION The usage of the runways at the airport is a principal element in the definition of the noise exposure pattern. The more frequently jet aircraft use a runway end, particularly at night and for departures, the greater the noise exposure energy associated with that runway end. The proportional use of the runway ends is based largely on the relationship of aircraft relative to their operational bases at the airport, as well as the average conditions of wind direction and velocity. There are two currently approved noise abatement procedures affecting the runway use at LCK. The first procedure occurs between 11:00 p.m. and 7:00 a.m. when the airport operates in contra-flow. The contra-flow procedures call for aircraft to arrive from the south on Runways 05R and 05L and depart to the south on Runway 23L and Runway 23R. The second noise abatement procedure calls for military touchand-go operations to depart Runway 23L and Runway 23R as often as wind, weather, and operational restrictions allow. Wind direction is the primary factor in determining the direction in which the airport operates. Currently 65 percent of the operations operate in southwest flow (arrive/depart runways 23L and 23R) and 35 percent of the operations operate in northeast flow (arrive/depart runways 05L and 05R). The distribution of aircraft between the two runways was based on runway utilization records derived from the automated Total Airport Management Information System (TAMIS) for the time period of May 2004 through April 2005. The Standard Terminal Automation Replacement System (STARS) radar data that is collected by TAMIS provides definitive information relative to the runways used by specific aircraft or users, as well as the location of aircraft in flight in the airport environs. This information was supplemented with TAMIS data from May through June 2005 to account for AirNet operations at LCK. Table H-3 provides the runway utilization derived from the TAMIS for the 2022 Baseline conditions. December 2006 Page H-4
Table H-3 2022 BASELINE CONDITIONS DETAILED RUNWAY END UTILIZATION BY USER GROUP Runway User Group 05L 05R 23L 23R Total Charter Jets Cargo Jets AirNet Takeoff Daytime 15.1% 16.1% 41.4% 27.4% 100% Nighttime 6.3% 18.8% 31.3% 43.6% 100% Landing Daytime 6.8% 32.6% 48.0% 12.6% 100% Nighttime 0.0% 67.6% 24.3% 8.1% 100% Takeoff Daytime 5.9% 13.3% 50.3% 30.5% 100% Nighttime 3.0% 8.2% 60.2% 28.6% 100% Landing Daytime 2.7% 38.0% 55.8% 3.5% 100% Nighttime 2.9% 76.7% 19.5% 0.9% 100% Takeoff Daytime 26.1% 10.4% 15.5% 48.0% 100% Nighttime 15.1% 4.1% 20.2% 60.6% 100% Landing Daytime 30.7% 8.2% 14.1% 47.0% 100% Nighttime 49.4% 17.2% 9.4% 24.0% 100% Air Taxi/ General Takeoff Aviation Prop Daytime 14.5% 15.3% 36.5% 33.7% 100% Nighttime 7.8% 7.4% 47.6% 37.2% 100% Landing Daytime 10.5% 29.6% 38.5% 21.4% 100% Nighttime 12.1% 44.1% 27.7% 16.1% 100% General Aviation Takeoff Jet Daytime 10.5% 20.3% 41.0% 28.2% 100% Nighttime 7.5% 17.0% 34.0% 41.5% 100% Military Day: 7:00 a.m. to 9:59 p.m. Night: 10:00 p.m. to 6:59 a.m. Source: TAMIS data,, 2006. Landing Daytime 7.4% 29.2% 40.4% 23.0% 100% Nighttime 9.3% 65.1% 20.9% 4.7% 100% Takeoff Daytime 10.9% 24.9% 47.8% 16.4% 100% Nighttime 8.3% 33.3% 50.1% 8.3% 100% Landing Daytime 3.0% 27.5% 59.2% 10.3% 100% Nighttime 2.8% 26.6% 58.7% 11.9% 100% December 2006 Page H-5
H.1.4 FLIGHT TRACK LOCATIONS AND USE To determine projected noise levels on the ground, it is necessary to determine not only how many aircraft are present, but also where these aircraft fly. Therefore, flight route information is a key element of the Integrated Noise Model (INM) input data. Flight routes to and from an airport are generally a function of the geometry of the runways and the surrounding airspace structure in the vicinity of the airfield. The flight tracks used for computer modeling in this project were based on a sevenweek sample of actual radar flight tracks that was extracted from TAMIS data. The sample consisted of the weeks of November 7, 2004 through November 13, 2004, January 30, 2005 through February 5, 2005, May 15, 2005 through June 9, 2005, and the week of July 25, 2005 through July 31, 2005. A flight track is the path over the ground that an aircraft flies to or from the airport. The flight tracks at LCK have been created and verified from the compilation of TAMIS data and interviews with air traffic controllers. The radar data gathered for the sample period was used to develop a series of consolidated flight tracks, which are representative of the corridors used by aircraft as they land at or depart from the airport. Exhibits depicting the locations of consolidated INM arrival, departure, and touch-and-go flight tracks are found in Appendix C. Jet departures from Runway 23L and Runway 23R follow a noise abatement procedure calling for aircraft to fly straight out on runway heading until reaching 3,000 feet Mean Sea Level (MSL). This results in aircraft being at a higher altitude before turning over residential land uses in Pickaway County. Currently, jet departures on Runways 05R and 05L follow a noise abatement procedure calling for a right turn on a 70 degree heading. This results in the concentration of jet departure activity occurring over compatible land in Madison Township (Franklin County). Prop departures in both north and south flow turn as soon as practicable to allow for jet aircraft to depart more quickly. The arrival corridors for jet aircraft generally follow a straight in procedure on their final approach for approximately five nautical miles. Prop arrivals have earlier turns to the final approach than the jet aircraft due to maneuverability. Touch-and-go training operations fly over areas in both Franklin and Pickaway Counties. The tracks are composed of both backbone 1 and sub-tracks that account for the dispersion of operations across a corridor of flight, rather than along a single constrained path. This is most useful at airports where wide flight corridors are present, such as are used by departures at LCK. The use of sub-tracks for the definition of baseline noise patterns allows a more definitive description of overall operating characteristics where TAMIS data is available. Table H-4 and Table H-5 1 The FAA's INM v6.1 uses a backbone and sub-track system to represent dispersed flight corridors. A backbone and sub-tracks are a set of flight tracks that represent a wide corridor, allowing the user to define a percentage of use for each sub-track. The use of this tool results in more accurately modeled flight corridors. December 2006 Page H-6
provide the proportion of operations assigned to each of the flight tracks indicated on the exhibits for the 2022 Baseline condition for arrivals and departures respectively. Table H-4 ARRIVAL FLIGHT TRACK UTILIZATION BY AIRCRAFT CATEGORY - 2022 BASELINE CONDITIONS DAYTIME NIGHTTIME Runway Track Jet Prop Jet Prop 23L 23LA1 10.8% 2.7% 4.0% 0.0% 23L 23LA2 12.0% 0.0% 0.0% 1.6% 23L 23LA3 1.2% 6.2% 0.3% 1.8% 23L 23LA4 6.4% 7.3% 1.3% 2.8% 23L 23LA5 1.2% 2.8% 4.6% 1.4% 23L 23LA6 1.7% 5.8% 1.3% 1.9% 23L 23LA7 2.7% 4.0% 2.1% 3.1% 23L 23LA8 0.0% 0.0% 0.3% 0.0% 23R 23RA1 1.4% 0.6% 0.2% 0.0% 23R 23RA2 4.3% 0.0% 0.0% 1.7% 23R 23RA3 0.7% 3.4% 0.8% 2.1% 23R 23RA4 5.4% 4.1% 3.2% 3.9% 23R 23RA5 2.3% 4.7% 3.8% 2.1% 23R 23RA6 4.4% 3.2% 3.2% 3.4% 23R 23RA7 4.2% 10.9% 4.1% 7.3% 23R 23RA8 2.3% 4.7% 3.4% 2.1% 5L 5LA1 3.0% 2.1% 8.0% 14.0% 5L 5LA2 3.9% 3.2% 8.6% 7.5% 5L 5LA3 3.7% 2.1% 6.2% 10.3% 5L 5LA4 1.8% 6.1% 12.4% 4.3% 5L 5LA5 2.0% 5.1% 2.6% 6.8% 5R 5RA1 5.4% 1.9% 14.6% 4.9% 5R 5RA2 3.5% 8.9% 3.0% 6.1% 5R 5RA3 8.8% 5.9% 2.2% 5.9% 5R 5RA4 0.5% 1.6% 4.3% 1.5% 5R 5RA5 6.3% 2.7% 5.5% 3.6% Total 100.0% 100.0% 100.0% 100.0% Day: 7:00 a.m. to 9:59 p.m. Night: 10:00 p.m. to 6:59 a.m. Source: TAMIS data,, 2006. December 2006 Page H-7
Table H-5 DEPARTURE FLIGHT TRACK UTILIZATION BY AIRCRAFT CATEGORY - 2022 BASELINE CONDITIONS DAYTIME NIGHTTIME Runway Track Jet Prop Jet Prop 23L 23LD1 2.9% 0.9% 4.0% 5.1% 23L 23LD2 0.0% 2.7% 1.8% 0.0% 23L 23LD3 12.0% 4.0% 17.0% 6.3% 23L 23LD4 4.2% 0.4% 0.0% 1.9% 23L 23LD5 12.0% 1.7% 0.0% 1.3% 23L 23LD6 5.2% 6.7% 7.9% 5.7% 23L 23LD7 0.0% 11.4% 0.0% 0.0% 23R 23RD1 4.1% 2.8% 11.9% 15.2% 23R 23RD2 0.0% 8.5% 5.3% 0.0% 23R 23RD3 9.8% 7.6% 18.1% 18.9% 23R 23RD4 2.9% 0.4% 0.0% 5.7% 23R 23RD5 8.0% 1.6% 0.0% 3.8% 23R 23RD6 7.0% 8.2% 17.1% 17.0% 23R 23RD7 0.0% 10.5% 0.0% 0.0% 5L 5LD1 2.1% 3.1% 4.6% 5.7% 5L 5LD2 3.1% 4.5% 3.0% 3.3% 5L 5LD3 6.8% 2.6% 0.9% 1.4% 5L 5LD4 3.6% 3.2% 2.2% 4.7% 5L 5LD5 0.0% 5.9% 1.3% 0.0% 5R 5RD1 1.3% 1.2% 1.2% 1.5% 5R 5RD2 1.6% 3.8% 0.9% 0.9% 5R 5RD3 10.1% 2.7% 1.6% 0.4% 5R 5RD4 3.3% 2.4% 1.1% 1.3% 5R 5RD5 0.0% 3.2% 0.4% 0.0% Total 100.0% 100.0% 100.0% 100.0% Day: 7:00 a.m. to 9:59 p.m. Night: 10:00 p.m. to 6:59 a.m. Source: TAMIS data,, 2006. H.1.5 AIRCRAFT WEIGHT AND TRIP LENGTH Aircraft weight during departure is a factor in the dispersion of noise because it impacts the rate at which an aircraft is able to climb. Generally, heavier aircraft have a slower rate of climb and a wider dispersion of noise along their flight routes. Where specific aircraft weights are unknown, the INM uses the distance flown to the first stop as a surrogate for the weight, by assuming that the weight has a direct relationship with the fuel load necessary to reach the first destination. The INM groups trip lengths into seven stage length categories, and assigns various aircraft weights to all seven categories. These categories are: December 2006 Page H-8
Category Stage Length 1 0-500 nautical miles 2 500-1000 nautical miles 3 1000-1500 nautical miles 4 1500-2500 nautical miles 5 2500-3500 nautical miles 6 3500-4500 nautical miles 7 4500+ nautical miles The trip lengths flown from Rickenbacker are based on the schedule of operations created for the existing conditions and the future scenarios. Table H-6 indicates the proportion of the operations that are assumed to fall within each of the seven trip length categories for the 2022 Baseline operation levels. Results from the correlation of noise levels and altitude distances from the noise measurements (see Appendix B) found that the DC-8 and Boeing 727-200 may be heavier than their distance-based stage length defined them to be. Therefore, a higher stage length was assigned when modeling these aircraft to more accurately reflect their measured noise levels and departure profiles. Table H-6 DEPARTURE TRIP LENGTH DISTRIBUTION 2022 BASELINE CONDITIONS STAGE LENGTH CHARTER CARGO JETS AIRNET AIR TAXI/ COMMUTER GENERAL AVIATION JET GENERAL AVIATION PROP 1 66% 66% 100% 100% 100% 100% 100% 2 34% - - - - - - 3-17% - - - - - 4-17% - - - - - 5 - - - - - - - 6 - - - - - - - 7 - - - - - - - Source:, 2006 H.2 NOISE EXPOSURE CONTOUR MILITARY The number of operations, runway use, flight track, and trip length data presented are used as input to the INM computer model for the calculation of noise exposure in the airport environs. Exhibit H-1 reflects the average annual noise exposure pattern present at the airport during the current baseline period (2022) and Table H-7 summarizes the area within each noise contour level. The noise contour does not represent the noise levels present on any specific day, but, rather, represents the energy-average of all 365 days of operation during the year. The noise contour pattern extends from the airport along each extended runway centerline, reflective of the flight tracks used by all aircraft. The relative distance of December 2006 Page H-9
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the contour from the airport along each route is a function of the frequency of use of each runway end for total arrivals and departures, as well as its use at night, and the type of aircraft assigned to it. Table H-7 AREAS WITHIN EXISTING NOISE EXPOSURE CONTOUR (IN SQUARE MILES) CONTOUR RANGE 2022 BASELINE 60-65 DNL 4.13 65-70 DNL 1.84 70-75 DNL 0.70 75 + DNL 1.03 65 + DNL 3.57 Contour: LCK_2022Baseline-rev1 Source:, 2006. The shape of the noise contour is primarily a function of the combination of flight tracks and runway use at LCK. Currently the airport operates 65 percent of the time in south flow (Runways 23L/23R) and 35 percent of the time in north flow (Runways 05L/05R). Between 11:00 p.m. and 7:00 a.m., the airport operates in contra-flow. The contra-flow procedures call for aircraft to arrive from the south on Runways 5R and 5L and depart to the south on Runways 23L and 23R. As a result the noise contour is longer and wider to the southwest of the airport than to the northeast. Southwest of the airport, the noise contour primarily reflects usage by aircraft departing to the south and to a lesser degree arriving from the south. The 65 Day- Night Average Sound Level (DNL) noise contour extends approximately 1.5 miles beyond the south end of Runway 23L/05R and Runway 23R/05L, encompassing agricultural land uses located in Harrison Township. Although the Federal Aviation Administration (FAA) defines the 65 DNL as the compatibility line, the 60 DNL is shown because it indicates marginal noise impacts. The 60 DNL noise contour extends approximately 2.5 miles beyond the south end of Runway 23L/05R and Runway 23R/05L, encompassing agricultural and residential land uses located in Harrison Township. The 70 and 75 DNL noise contours remain over airport property. To the northeast of the airport, the noise contour primarily reflects usage by aircraft arriving from the northeast and to a lesser degree aircraft departing to the northeast. The 65 DNL noise contour extends approximately 0.8 miles beyond the north end of Runway 23L/05R and Runway 23R/05L, encompassing agricultural land uses in the Village of Groveport. The 60 DNL noise contour extends December 2006 Page H-13
approximately 1.5 miles beyond the north end of Runway 23L/05R and Runway 23R/05L, encompassing agricultural & industrial land uses located in the Village of Groveport. The 70 and 75 DNL contours remain over airport property. H.3 BASELINE NOISE CONTOUR INCOMPATIBILITIES Summaries of the residential population, housing units, and noise-sensitive facilities affected by noise levels exceeding 60 DNL for the 2022 Baseline noise contours are provided in Table H-8. No homes or noise sensitive facilities (schools, churches, libraries, hospitals, and nursing homes) are located in the 65 DNL of the 2022 Baseline noise contour. There are 12 housing units and 33 residents in the 60 DNL of the 2022 Baseline noise contour. All of the homes within the 60 DNL are located in Harrison Township in Pickaway County. Table H-8 2022 BASELINE HOUSING, POPULATION, AND NOISE-SENSITIVE FACILITY INCOMPATIBILITIES CATEGORY 60-65 DNL* 65-70 DNL 70-75 DNL 75+ DNL 65+ DNL Housing Units 12 0 0 0 0 Population 33 0 0 0 0 Noise Sensitive Facilities Schools 0 0 0 0 0 Churches 0 0 0 0 0 Nursing Homes 0 0 0 0 0 Area Square Miles 4.13 1.84 0.70 1.03 3.57 Acres 2,643 1,175 449 660 2,284 Notes: * FAA Part 150 Land Use Compatibility Guidelines indicate that residential land uses are compatible with noise levels below 65 DNL. - Noise contours were generated using the Integrated FAA's Noise Model, Version 6.1 computer model. - Housing counts are based on field verification. - Population numbers are approximate based on the housing counts multiplied by the 2000 census block housing to population ratio. - Baseline conditions assume the continuation of the existing operating procedures without modification. - Noise-Sensitive Public Uses include schools, churches, libraries, hospitals, and nursing homes. Source:, 2006. December 2006 Page H-14